The MegaSquirt Project has experienced explosive growth other the years, with hundreds of new MS installations occurring every week - a phenomenal success! MegaSquirt has been successfully used in all aspects of Internal Combustion engine applications including R&D, Industry, Race, and Research. The MS project has transformed itself from a simple R&D project into a full-featured mature engine control system. To reflect this the support structure has also changed to meet the needs of MegaSquirt Users.
Moving forward, the R&D forums for MegaSquirt project are in a read-only mode - no new forum posts are accepted.
However the forums will remain available for view, they still contain a wealth of information on how MegaSquirt works, how it is installed and used. Feel free to search the forums for information, facts, and overview.While the R&D forum traffic has slowed in recent years, this is not at all a reflection of Megasquirt users, which continue to grow year after year. What has changed is that the method of MegaSquirt support today has rapidly moved to Facebook, this is where the vast majority of interaction is happening now. For those not on Facebook the msextra forums is another place for product support. Finally, for product selection assistance, all of the MegaSquirt vendors are there to help you select a system, along with all of the required pieces to make it complete.
Forum rules
Forum rules
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
One question i have is it required to use the same MAP sensor for both MAP and barometric correction? Specifically on MS1
DGFTurbo,
Yes. MegaSquirt-I or MegaSquirt-II both have the option to use the MAP sensor value at power up (before the egnine is running) as a baro reading. The same baro reading is assumed until you cycle the power to MegaSquirt. For most people this is sufficient.
If you are climbing a mountain in one trip and can't/don't want to cycle the power (you are racing up Pike's Pike, for example) then continuous baro with a second MAP sensor is helpful.
Ive searched and not found much conclusive information regarding baro correction and a turbocharged car. Will is make a noticeable difference? i realize at WOT the difference should be minimal, im more concerned with drivability while cruising.
If you live in CO you will need either a second map sensor for baro correction or run WB in closed loop. There is a big difference in driveability at 0 feet and at 3000 - 5000 feet if no correction is made. The WB will pull you in, but you will need to keep it on pretty much all the time, but then I'm not sure it will be responsive enough when you hit the turbo. If it were me in your situation I would rather correct it properly with a second map sensor. I think the O2 would be a crutch in your case.
Thanks again for all the information ya'll. I've ordered the MS II v3.0 kit with simboard as well as the LC-1 / XD-16 Wideband O2 kit.
I plan to do as much as I can with the carbureted setup before moving to TPI. I want to get ignition control running for spark advance ( I have a Mallory Unilite Dizzy and HyFire 4c module ) and ditch the mechanical advance in the dizzy. That should be a good step toward moving to EFI. Also, since I'm running Holley Adjust-A-Jets ( change jetting via an external screw ) I can manually control fuel flow from inside the cab with a little modification. So with live data from the Laptop based on RPM, AFR, and maybe some other things, I can start to learn how things work.
Hmmm - I wonder if I could have the MS control the Adjust-A-Jets to be a crude form of TBI. lol
I'm a bit confused on the schematic to connect the second MAP sensor. Do I just supply 5v to the ref, ground the MAP sensor, then hook up a 1K / 0.25w resistor to the signal line which goes to JP5 / X7 on the v3.0 PCB?
